Subframe assembly for a vehicle utilizing scaleable multi-cell extruded siderail members

ABSTRACT

A siderail member for a subframe assembly of a vehicle, including: an elongate body, wherein the elongate body includes a hollow extruded structure including an inboard wall, an outboard wall, a top wall, a bottom wall, and one or more internal walls. Optionally, the bottom wall has a thickness that is greater than a thickness of the top wall. Optionally, the outboard wall has a thickness that is greater than a thickness of the inboard wall. Optionally, the one or more internal walls include a top internal wall and a bottom internal wall forming a plurality of horizontally-disposed cells within an interior of the elongate body. The bottom internal wall has a thickness that is greater than a thickness of the top internal wall. The hollow extruded structure is manufactured from an aluminum material. Optionally, the top wall of the hollow extruded structure defines a flexure recess.

CROSS-REFERENCE TO RELATED APPLICATION

The present disclosure is a continuation (CON) of co-pending U.S. patentapplication Ser. No. 17/356,848, filed on Jun. 24, 2021, and entitled“SUBFRAME ASSEMBLY FOR A VEHICLE UTILIZING SCALEABLE MULTI-CELL EXTRUDEDSIDERAIL MEMBERS,” the contents of which are incorporated in full byreference herein.

TECHNICAL FIELD

The present disclosure relates generally to the automotive field. Moreparticularly, the present disclosure relates to a subframe assembly fora vehicle utilizing scaleable multi-cell extruded siderail members thatprovide robust crash energy absorbance.

BACKGROUND

In most conventional vehicles, a subframe assembly is provided andsupports the engine/motor mounts, steering components, and suspensioncomponents. This subframe assembly is largely responsible for providingfront-end crash energy absorbance, preferably plastically deforming,crumpling, and bending down to avoid the stackup and occupant cabinintrusion of components. Thus, the subframe assembly is configured toprovide a lower load path (LLP) to transfer crash energy from the LLPcrash management system (CMS) beam and crashboxes or the like to thebattery frame or the like, with the upper load path (ULP) being the bodyin white (BIW). Most such subframe assemblies utilize, in part, a pairof laterally disposed siderail members for this purpose. However, suchsiderail members typically do not provide a substantially uninterruptedLLP between the LLP CMS beam and crashboxes and the ULP BIW and/orbattery frame, thereby limiting crash energy absorbance capability.Further, such siderail members, and subframe assemblies in general, maybe heavy, difficult to manufacture, and configuration constrained by theassociated cooling package, engine/motor mounts, steering components,and/or suspension components. Still further, such siderail memberstypically lack sufficient rigidity with adequate ductility such that thesiderails members can absorb high crash energy without cracking andfracturing, potentially allowing the stackup and occupant cabinintrusion of components.

This background is provided as non-limiting environmental context only.It will be readily apparent to those of ordinary skill in the art thatthe concepts of the present disclosure may be applied in otherenvironmental contexts equally. For example, the front-end vehicleconcepts provided herein may be utilized in rear-end vehicleapplications as well.

SUMMARY

The present disclosure provides a subframe assembly for a vehicleutilizing straight, parallel extruded longitudinal siderail members.This subframe assembly provides front-end (or rear-end) crash energyabsorbance by plastically deforming, crumpling, and bending down toavoid the stackup and occupant cabin intrusion of components, such asthe attached engine/motor, engine/motor mounts, steering components, andsuspension components. The laterally disposed longitudinal siderailmembers each provide a straight, substantially uninterrupted LLP totransfer crash energy from the LLP CMS beam and crashboxes or the liketo a rear bracket coupled to the ULP BIW or the like, and ultimately tothe battery frame, with the siderail members and crashboxes optionallybeing longitudinally coaxially aligned. Each of the siderail members maybe separated from the battery frame itself by a small longitudinalclearance that is rapidly absorbed in a crash. Each of the siderailmembers may also be coupled to a front bracket coupled to the ULP BIW orthe like. The siderail members, and subframe assembly in general, may bemanufactured from extruded aluminum or the like, resulting insignificant weight savings. This configuration is flexible and canreadily accommodate different cooling package, engine/motor mount,steering component, and/or suspension component arrangements withminimal modification.

The present disclosure also provides a subframe assembly for a vehicleutilizing scaleable multi-cell extruded siderail members that providerobust crash energy absorbance, providing superior rigidity withsignificant ductility such that the siderails members can absorb highcrash energy without cracking and fracturing, preventing the stackup andoccupant cabin intrusion of components.

In one illustrative embodiment, the present disclosure provides asubframe assembly for a vehicle, the subframe assembly including: a pairof parallel siderail members, wherein each of the pair of parallelsiderail members is straight from a top or bottom vehicle perspectiveand spans a distance between a lower load path crash management systemof the vehicle and a rear upper load path body in white bracket and/orbattery frame of the vehicle in a substantially uninterrupted manner.Each of the siderail members may be separated from the battery frameitself by a small longitudinal clearance that is rapidly absorbed in acrash. Each of the siderail members may also be coupled to a frontbracket coupled to the upper load path body in white. Each of the pairof parallel siderail members is coaxially aligned with an associatedcrashbox of the lower load path crash management system from the top orbottom vehicle perspective. The lower load path crash management systemfurther includes a lower load path beam coupled to the crashboxassociated with each of the pair of parallel siderail members.Optionally, each of the pair of parallel siderail members includes afirst portion that is disposed above a second portion from a sidevehicle perspective. Each of the pair of parallel siderail membersincludes a top surface including one or more recessed trigger regionsadapted to promote a downward bend of each of the parallel siderailmembers when a crash load is applied along a longitudinal axis of eachof the parallel siderail members. Each of the pair of parallel siderailmembers is manufactured from extruded aluminum. Optionally, each of thepair of parallel siderail members includes one or more internal wallsthat define a plurality of internal cells of each of the pair ofparallel siderail members. The subframe assembly further includes one ormore crossmembers coupled between the pair of parallel siderail members.The subframe assembly further includes one or more component mountscoupled to each of the pair of parallel siderail members.

In another illustrative embodiment, the present disclosure provides alongitudinal siderail member for a subframe assembly of a vehicle, thelongitudinal siderail member including: an extruded aluminum body,wherein the extruded aluminum body is straight from a top or bottomvehicle perspective and is adapted to span a distance between a lowerload path crash management system of the vehicle and a rear upper loadpath body in white bracket and/or battery frame of the vehicle in asubstantially uninterrupted manner. Each of the siderail members may beseparated from the battery frame itself by a small longitudinalclearance that is rapidly absorbed in a crash. Each of the siderailmembers may also be coupled to a front bracket coupled to the upper loadpath body in white. The extruded aluminum body is adapted to becoaxially aligned with an associated crashbox of the lower load pathcrash management system from the top or bottom vehicle perspective. Thelower load path crash management system further includes a lower loadpath beam coupled to the crashbox associated with the extruded aluminumbody. Optionally, the extruded aluminum body includes a first portionthat is disposed above a second portion from a side vehicle perspective.The extruded aluminum body includes a top surface including one or morerecessed trigger regions adapted to promote a downward bend of theextruded aluminum body when a crash load is applied along a longitudinalaxis of the extruded aluminum body. Optionally, the extruded aluminumbody includes one or more internal walls that define a plurality ofinternal cells of the extruded aluminum body. The extruded aluminum bodyis adapted to be coupled to one or more crossmembers of the subframeassembly. The extruded aluminum body is adapted to be coupled to one ormore component mounts of the subframe assembly.

In a further illustrative embodiment, the present disclosure provides amethod for manufacturing a vehicle, the method including: providing asubframe assembly adapted to absorb crash energy, wherein the subframeassembly includes a pair of parallel siderail members, wherein each ofthe pair of parallel siderail members is straight from a top or bottomvehicle perspective and spans a distance between a lower load path crashmanagement system of the vehicle and a rear upper load path body inwhite bracket, and ultimately a battery frame, of the vehicle in asubstantially uninterrupted manner; coupling a first end of each of thepair of parallel siderail members to the lower load path crashmanagement system; and coupling a second end of each of the pair ofparallel siderail members to the rear upper load path body in whitebracket. Each of the siderail members may be separated from the batteryframe itself by a small longitudinal clearance that is rapidly absorbedin a crash. Each of the siderail members may also be coupled to a frontbracket coupled to the upper load path body in white. Each of the pairof parallel siderail members thus defines a straight, substantiallyuninterrupted lower load path from the top or bottom vehicle perspectivethat is parallel to a longitudinal axis of the vehicle between the lowerload path crash management system and the rear upper load path body inwhite bracket and/or battery frame. Coupling the first end of each ofthe pair of parallel siderail members to the lower load path crashmanagement system includes coupling the first end of each of the pair ofparallel siderail members to an associated longitudinally coaxiallyaligned crashbox of the lower load path crash management system.

In a still further exemplary embodiment, the present disclosure providesa subframe assembly for a vehicle, the subframe assembly including: asiderail member including an elongate body, wherein the elongate bodyincludes a hollow extruded structure including an inboard wall, anoutboard wall, a top wall, a bottom wall, and one or more internalwalls. Optionally, the bottom wall has a thickness that is greater thana thickness of the top wall. Optionally, the outboard wall has athickness that is greater than a thickness of the inboard wall.Optionally, the one or more internal walls include one or morehorizontally-disposed internal walls that span a distance between theinboard wall and the outboard wall forming a plurality ofhorizontally-disposed hollow cells within an interior of the elongatebody. Optionally, the one or more internal walls include one or morevertically-disposed internal walls that span a distance between thebottom wall and the top wall forming a plurality of vertically-disposedhollow cells within an interior of the elongate body. Optionally, theone or more internal walls include a top internal wall and a bottominternal wall forming a plurality of horizontally-disposed cells withinan interior of the elongate body. The bottom internal wall has athickness that is greater than a thickness of the top internal wall. Thehollow extruded structure is manufactured from an aluminum material.Optionally, the top wall of the hollow extruded structure defines aflexure recess.

In a still further exemplary embodiment, the present disclosure providesa siderail member for a subframe assembly of a vehicle, the siderailmember including: an elongate body, wherein the elongate body includes ahollow extruded structure including an inboard wall, an outboard wall, atop wall, a bottom wall, and one or more internal walls. Optionally, thebottom wall has a thickness that is greater than a thickness of the topwall. Optionally, the outboard wall has a thickness that is greater thana thickness of the inboard wall. Optionally, the one or more internalwalls include one or more horizontally-disposed internal walls that spana distance between the inboard wall and the outboard wall forming aplurality of horizontally-disposed hollow cells within an interior ofthe elongate body. Optionally, the one or more internal walls includeone or more vertically-disposed internal walls that span a distancebetween the bottom wall and the top wall forming a plurality ofvertically-disposed hollow cells within an interior of the elongatebody. Optionally, the one or more internal walls include a top internalwall and a bottom internal wall forming a plurality ofhorizontally-disposed cells within an interior of the elongate body. Thebottom internal wall has a thickness that is greater than a thickness ofthe top internal wall. The hollow extruded structure is manufacturedfrom an aluminum material. Optionally, the top wall of the hollowextruded structure defines a flexure recess.

In a still further exemplary embodiment, the present disclosure providesa method for manufacturing a siderail member for a subframe assembly ofa vehicle, the method including: extruding an elongate body, wherein theelongate body includes a hollow structure including an inboard wall, anoutboard wall, a top wall, a bottom wall, and one or more internalwalls, and wherein the hollow structure is manufactured from an aluminummaterial. Optionally, the bottom wall has a thickness that is greaterthan a thickness of the top wall and the outboard wall has a thicknessthat is greater than a thickness of the inboard wall. Optionally, theone or more internal walls include a top internal wall and a bottominternal wall forming a plurality of horizontally-disposed cells withinan interior of the elongate body, and the bottom internal wall has athickness that is greater than a thickness of the top internal wall.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure is illustrated and described with reference tothe various drawings, in which like reference numbers are used to denotelike assembly components/method steps, as appropriate, and in which:

FIG. 1 is a top planar view of one illustrative embodiment of thesubframe assembly and parallel, uninterrupted longitudinal siderailmembers of the present disclosure, highlighting the longitudinal coaxialalignment of the siderail members and the associated crashboxes;

FIG. 2 is another top planar view of one illustrative embodiment of thesubframe assembly and parallel, uninterrupted longitudinal siderailmembers of the present disclosure;

FIG. 3 is a bottom planar view of one illustrative embodiment of thesubframe assembly and parallel, uninterrupted longitudinal siderailmembers of the present disclosure;

FIG. 4 is a top planar view of one illustrative embodiment of onelongitudinal siderail member of the present disclosure;

FIG. 5 is a side planar view of one illustrative embodiment of onelongitudinal siderail member of the present disclosure; highlighting theassociated plastic deformation of the siderail member responsive to theapplication of a crash load;

FIG. 6 is a side planar view of one illustrative embodiment of onelongitudinal siderail member of the present disclosure; highlighting thecoupled engine/motor mounts and suspension mounts;

FIG. 7 is a perspective view of one illustrative embodiment of thesubframe assembly and parallel, uninterrupted longitudinal siderailmembers of the present disclosure;

FIG. 8 is a cut perspective view of one longitudinal siderail member ofthe present disclosure; highlighting the potential internal walls andmulti-cell configurations utilized;

FIG. 9 is a partial perspective view of one illustrative embodiment ofthe subframe assembly and parallel, uninterrupted longitudinal siderailmembers of the present disclosure, highlighting the coupled engine/motormounts, suspension mounts and components, and steering components;

FIG. 10 is a top planar view of a conventional subframe assembly andparallel longitudinal siderail members, highlighting the offset axialalignment of the siderail members and the associated crashboxes;

FIG. 11 is a top planar view of another conventional subframe assemblyand non-parallel, interrupted siderail members;

FIG. 12 is a pair of perspective views illustrating the connection ofthe siderail members of the subframe assembly of the present disclosureto the ULP BIW of the associated vehicle, and the gapped coupling of thesiderail members of the subframe assembly to the battery frame of theassociated vehicle;

FIG. 13 is a cross-sectional end view of one illustrative embodiment ofthe extruded scaleable multi-cell siderail member of the presentdisclosure, highlighting the internal walls and thickness variationsutilized;

FIG. 14 is a perspective view of one illustrative embodiment of theextruded scaleable multi-cell siderail member of the present disclosure,highlighting the internal walls, thickness variations, and flexurerecess utilized; and

FIG. 15 is a perspective view of one illustrative embodiment of theextruded scaleable multi-cell siderail member of the present disclosurein a deformed state, highlighting the associated ductility withoutcracking or fracture.

DETAILED DESCRIPTION

Again, the present disclosure provides a subframe assembly for a vehicleutilizing straight, parallel extruded longitudinal siderail members.This subframe assembly provides front-end (or rear-end) crash energyabsorbance by plastically deforming, crumpling, and bending down toavoid the stackup and occupant cabin intrusion of components, such asthe attached engine/motor, engine/motor mounts, steering components, andsuspension components. The laterally disposed longitudinal siderailmembers each provide a straight, substantially uninterrupted LLP totransfer crash energy from the LLP CMS beam and crashboxes or the liketo a rear bracket coupled to the ULP BIW or the like, and ultimately tothe battery frame, with the siderail members and crashboxes optionallybeing longitudinally coaxially aligned. Each of the siderail members maybe separated from the battery frame itself by a small longitudinalclearance that is rapidly absorbed in a crash. Each of the siderailmembers may also be coupled to a front bracket coupled to the ULP BIW orthe like. The siderail members, and subframe assembly in general, may bemanufactured from extruded aluminum or the like, resulting insignificant weight savings. This configuration is flexible and canreadily accommodate different cooling package, engine/motor mount,steering component, and/or suspension component arrangements withminimal modification.

The present disclosure also provides a subframe assembly for a vehicleutilizing scaleable multi-cell extruded siderail members that providerobust crash energy absorbance, providing superior rigidity withsignificant ductility such that the siderails members can absorb highcrash energy without cracking and fracturing, preventing the stackup andoccupant cabin intrusion of components.

Referring now specifically to FIG. 1 , the subframe assembly 100includes a pair of straight siderail members 102 that are each disposedparallel to a longitudinal axis 104 of the subframe assembly 100 and theassociated vehicle and spaced apart laterally. These siderail members102 are coupled together via a plurality of lateral crossmembers 106that are disposed perpendicular to the longitudinal axis 104 between thesiderail members 102. As is described in greater detail herein below,each of the siderail members 102 consists of a unitary, hollow aluminumextrusion, providing advantageous strength characteristics with minimalweight via a relatively simple manufacturing process that is flexible.Central to the present disclosure, the siderail members 102substantially span the length of the subframe 100 from front to back,bridging the gap between the LLP CMS 108 and the rear ULP BIW coupling120 and/or battery frame 110 of the vehicle. Because each of thesiderail members 102 is straight (at least from a top or bottom vehicleperspective), this provides a substantially uninterrupted LLP 112 forhigh crash energy absorbance, from the LLP CMS 108, thru the siderailmembers 102, and into the rear ULP BIW coupling 120 and/or battery frame110. Each of the siderail members 102 is substantially free from bendsand/or intervening welds (at least from the top or bottom vehicleperspective) and is a straight, unitary extruded aluminum component.This provides a LLP 112 that has zero lateral offset, such that leverand torque forces are avoided in the event of a front-end (or rear-end)crash. It should be noted that any intervening welds would have lessyield and the surrounding base material would include heat affectedzones (HAZs), which may be 30-50% weaker. Further, it should be notedthat, although the siderail members 102 substantially span the length ofthe subframe 100 from front to back and bridge the gap between the LLPCMS 108 and the rear ULP BIW coupling 120 and/or battery frame 110 ofthe vehicle, in actuality, each of the siderail members 102 may beconnected to a rear ULP BIW bracket 124 c (FIGS. 2, 3, 6, 7, 9, and 12), as is described in greater detail herein below, while a smalllongitudinal gap of 10-15 mm or so is left between the end of thesiderail member 102 and the battery frame 110 itself. This smalllongitudinal gap is rapidly absorbed in a crash (in a few milliseconds)and allows either the subframe 100 or the battery frame 110 to beremoved independently when necessary.

As illustrated, the LLP CMS includes a beam 114 and a pair of crashboxes116 coupled between the beam 116 and the siderail members 102. Each ofthe pair of crashboxes 116 is coupled to the associated siderail member102 via an appropriate bracket 118. Similarly, each of the siderailmembers 102 is coupled to the ULP BIW via an appropriate rear coupling120 (which would be a front coupling 120 in a rear subframe setup).Again, a small longitudinal gap of 10-15 mm or so is left between theend of the siderail member 102 and the battery frame 110 itself,adjacent to the coupling 120. This is described in greater detail hereinbelow. This small longitudinal gap is rapidly absorbed in a crash (in afew milliseconds) and allows either the subframe 100 or the batteryframe 110 to be removed independently when necessary. Alternatively, anend of each of the pair of crashboxes 116 may be disposed and securedwithin a first end of the associated siderail member 102 via one or moresleeves and bolts or the like. The important aspect is that eachcrashbox 116 is axially aligned with the associated siderail member 102(at least from the top or bottom vehicle perspective) and that thecrashbox 116 and siderail member 102 are arranged substantially end toend. Again, this provides a LLP 112 that has zero lateral offset, suchthat lever and torque forces are avoided in the event of a front-end (orrear-end) crash, providing a substantially uninterrupted LLP 112 forhigh crash energy absorbance, from the beam 114 and crashboxes 116, thruthe siderail members 102, and into the rear ULP BIW coupling 120 and/orbattery frame 110. Symmetry about the longitudinal axis 104 is desiredhere (at least from the top or bottom vehicle perspective). The siderailmembers 102 are disposed equidistant from the longitudinal axis 104, asare the crashboxes 116, such that the crashboxes 116 and siderailmembers 102 are longitudinally coaxially aligned, as is illustrated.

This arrangement leaves room for the required vehicle cooling package122, which is disposed either above the crashboxes 116 and LLP 112, orbetween the crashboxes 116 and LLP 112 and tilted. In the latter case,the cooling package 122 may be removed from below the vehicle.

Aluminum extrusions, such as those used herein, are possible usingshort, flexible manufacturing lines with relatively inexpensive tooling.Thus, variants of the components provided herein can be readilymanufactured. For example, a rear wheel drive (RWD) version of thesubframe 100 can be manufactured, with no front engine/motor, differentsuspension footprints can be accommodated (e.g., MacPherson, 4-link, ordouble wishbone with different linkarm and bushing brackets), differentsteering footprints can be accommodated, etc.

Referring now specifically to FIG. 2 , from the top vehicle perspective,the subframe assembly 100 again includes the pair of straight siderailmembers 102 that are each disposed parallel to the longitudinal axis 104of the subframe assembly 100 and the associated vehicle and spaced apartlaterally. These siderail members 102 are coupled together via theplurality of lateral crossmembers 106 that are disposed perpendicular tothe longitudinal axis 104 between the siderail members 102. Here, thecrossmembers 106 include a center pole crossmember 106 a, a steeringgear crossmember 106 b, and a rear crossmember 106 c, although it willbe readily apparent to those of ordinary skill in the art that othercomponents could be used equally. Again, as is described in greaterdetail herein below, each of the siderail members 102 consists of aunitary, hollow aluminum extrusion, providing advantageous strengthcharacteristics with minimal weight via a relatively simplemanufacturing process that is flexible. Central to the presentdisclosure, the siderail members 102 substantially span the length ofthe subframe 100 from front to back, bridging the gap between the LLPCMS 108 (FIG. 1 ) and the rear ULP BIW coupling 120 and/or battery frame110 (FIG. 1 ) of the vehicle. Because each of the siderail members 102is straight (at least from a top or bottom vehicle perspective), thisprovides the substantially uninterrupted LLP 112 for high crash energyabsorbance, from the LLP CMS 108, thru the siderail members 102, andinto the rear ULP BIW coupling 120 and/or battery frame 110. Each of thesiderail members 102 is substantially free from bends and/or interveningwelds (at least from the top or bottom vehicle perspective) and is astraight, unitary extruded aluminum component. This provides the LLP 112that has zero lateral offset, such that lever and torque forces areavoided in the event of a front-end (or rear-end) crash. It should benoted that any intervening welds would have less yield and thesurrounding base material would include HAZs, which may be 30-50%weaker.

As illustrated, each of the siderail members 102 is coupled to the ULPBIW via the appropriate rear coupling 120. Here, the mounts 124 used tocouple components to the siderail members 102 include an engine mountshelf bracket 124 a that includes a front BIW interface 124 aa, anengine mount sleeve and lower wishbone bracket 124 b, and a lowerwishbone bracket 124 c that includes the rear BIW interface 124 cc,although it will be readily apparent to those of ordinary skill in theart that other components could be used equally. Any arrangement ofmounts 124 can be used to support the engine/motor, suspension, andsteering components, and these mounts 124 are typically coupledsymmetrically to the outboard side of each of the siderail members 102.Thus, the holes/fittings for receiving and retaining these mounts 124can readily be arranged and rearranged given the extruded aluminum body102 a of the present disclosure. Of note here, a front BIW interface 124aa and a rear BIW interface 124 cc are provided, which the straightlongitudinal siderail member 102 spans.

Referring now specifically to FIG. 3 , from the bottom vehicleperspective, the subframe assembly 100 again includes the pair ofstraight siderail members 102 that are each disposed parallel to thelongitudinal axis 104 of the subframe assembly 100 and the associatedvehicle and spaced apart laterally. These siderail members 102 arecoupled together via the plurality of lateral crossmembers 106 that aredisposed perpendicular to the longitudinal axis 104 between the siderailmembers 102. Here, the crossmembers 106 include the center polecrossmember 106 a, the steering gear crossmember 106 b, and the rearcrossmember 106 c, although it will be readily apparent to those ofordinary skill in the art that other components could be used equally.Again, as is described in greater detail herein below, each of thesiderail members 102 consists of a unitary, hollow aluminum extrusion,providing advantageous strength characteristics with minimal weight viaa relatively simple manufacturing process that is flexible. Central tothe present disclosure, the siderail members 102 substantially span thelength of the subframe 100 from front to back, bridging the gap betweenthe LLP CMS 108 (FIG. 1 ) and the rear ULP BIW bracket 124 c and/orbattery frame 110 (FIG. 1 ) of the vehicle. Because each of the siderailmembers 102 is straight (at least from a top or bottom vehicleperspective), this provides the substantially uninterrupted LLP 112 forhigh crash energy absorbance, from the LLP CMS 108, thru the siderailmembers 102, and into the rear ULP BIW bracket 124 c and/or batteryframe 110. Each of the siderail members 102 is substantially free frombends and/or intervening welds (at least from the top or bottom vehicleperspective) and is a straight, unitary extruded aluminum component.This provides the LLP 112 that has zero lateral offset, such that leverand torque forces are avoided in the event of a front-end (or rear-end)crash. It should be noted that any intervening welds would have lessyield and the surrounding base material would include HAZs, which may be30-50% weaker.

As illustrated, each of the siderail members 102 is coupled to the ULPBIW via the appropriate rear bracket 124 c. Here, the mounts 124 used tocouple components to the siderail members 102 include the engine mountshelf bracket 124 a that includes the front BIW interface 124 aa, theengine mount sleeve and lower wishbone bracket 124 b, and the lowerwishbone bracket 124 c that includes the rear BIW interface 124 cc,although it will be readily apparent to those of ordinary skill in theart that other components could be used equally. Any arrangement ofmounts 124 can be used to support the engine/motor, suspension, andsteering components, and these mounts 124 are typically coupledsymmetrically to the outboard side of each of the siderail members 102.Thus, the holes/fittings for receiving and retaining these mounts 124can readily be arranged and rearranged given the extruded aluminum body102 a of the present disclosure. Again, of note here, a front BIWinterface 124 aa and a rear BIW interface 124 cc are provided, which thestraight longitudinal siderail member 102 spans.

FIG. 4 illustrates a right-side siderail member 102 of the presentdisclosure, which generally consists of a hollow aluminum extruded body102 a. This aluminum extruded body 102 a is an elongate prismaticstructure having a square cross-sectional shape, a rectangularcross-sectional shape, etc. A first end of the extruded body 102 aincludes a straight cut that is adapted to receive the coupled crashboxmounting bracket 118 (FIG. 1 ) and/or crashbox 116 (FIG. 1 ). A secondend of the extruded body 102 includes an angled cut that is adapted toreceive the coupled ULP BIW mounting bracket 124 c (FIGS. 2 and 3 )and/or battery frame 110 (FIG. 1 ), optionally separated by the 10-15 mmlongitudinal gap described herein above. It should be noted that thebottom wall of the extruded body 102 a may be made thicker than otherwalls to provide desired structural strength and bend performance.Likewise, the outboard wall of the extruded body 102 a may be madethicker than other walls to provide desired structural strength for theattachment of outboard engine/motor mount, suspension, and steeringcomponents. The top wall 130 of the extruded body 102 a may include oneor more recesses 126, 128 that are adapted to promote bending at theselocations, such that the overall deformation of the extruded body 102 ais downward when a crash load is applied along the longitudinal axis ofthe extruded body 102 a. In the illustrative embodiment provided, thefirst recess 126 laterally traverses only a portion of the top wall 130of the extruded body 102 a, providing steering component clearance,while the second recess 128 laterally traverses the whole of the topwall 130 of the extruded body 102 a. These recesses 126, 128 act asdeformation triggers in the event of a crash, promoting bending overcracking and/or breaking. Also, in the illustrative embodiment provided,a first portion 132 of the extruded body 102 a is disposed verticallyabove a second portion 134 of the extruded body 102 a, from a vehicleside perspective. The first portion 132 is joined with the secondportion 134 by an ascending/descending intermediate portion 136. This isdesigned with forming operations after extrusion and the cutting of theends to provide curbstone height in the front of the vehicle, under thesubframe assembly 100 (FIGS. 1-3 ).

FIG. 5 again illustrates the right-side siderail member 102 of thepresent disclosure, which generally consists of the hollow aluminumextruded body 102 a. Again, the bottom wall 138 of the extruded body 102a may be made thicker than other walls to provide desired structuralstrength and bend performance. Likewise, the outboard wall 140 of theextruded body 102 a may be made thicker than other walls to providedesired structural strength for the attachment of outboard engine/motormount, suspension, and steering components. The top wall 130 of theextruded body 102 a may include the one or more recesses 126, 128 thatare adapted to promote bending at these locations, such that the overalldeformation of the extruded body 102 a is downward when a crash load isapplied along the longitudinal axis of the extruded body 102 a. In theillustrative embodiment provided, the first recess 126 laterallytraverses only a portion of the top wall 130 of the extruded body 102 a,providing steering component clearance, while the second recess 128laterally traverses the whole of the top wall 130 of the extruded body102 a. These recesses 126, 128 act as deformation triggers in the eventof a crash, promoting bending over cracking and/or breaking. Also, inthe illustrative embodiment provided, a first portion 132 of theextruded body 102 a is disposed vertically above a second portion 134 ofthe extruded body 102 a, from a vehicle side perspective. The firstportion 132 is joined with the second portion 134 by anascending/descending intermediate portion 136. This is designed withforming operations after extrusion and the cutting of the ends toprovide curbstone height in the front of the vehicle, under the subframeassembly 100 (FIGS. 1-3 ). As is illustrated here, when deformed, theextruded body 102 a preferably includes a downward deflected centralportion 142 that is disposed below the higher forward portion 144 andrear portion 146.

FIG. 6 illustrates the attachment of the engine mount shelf bracket 124a that includes the front BIW interface 124 aa, the engine mount sleeveand lower wishbone bracket 124 b, and the lower wishbone bracket 124 cthat includes the rear BIW interface 124 cc coupled to the extruded body102 a of the siderail member 102. Here, the front BIW interface 124 aaand the rear BIW interface 124 cc provide screw attachments of theextruded aluminum body 102 a of each siderail member 102 to the ULP BIW.

Referring now specifically to FIG. 7 , from a perspective view, thesubframe assembly 100 again includes the pair of straight siderailmembers 102 that are each disposed parallel to the longitudinal axis 104of the subframe assembly 100 and the associated vehicle and spaced apartlaterally. These siderail members 102 are coupled together via theplurality of lateral crossmembers 106 that are disposed perpendicular tothe longitudinal axis 104 between the siderail members 102. Here, thecrossmembers 106 include the center pole crossmember 106 a, the steeringgear crossmember 106 b, and the rear crossmember 106 c, although it willbe readily apparent to those of ordinary skill in the art that othercomponents could be used equally. Again, as is described in greaterdetail herein below, each of the siderail members 102 consists of aunitary, hollow aluminum extrusion, providing advantageous strengthcharacteristics with minimal weight via a relatively simplemanufacturing process that is flexible. Central to the presentdisclosure, the siderail members 102 substantially span the length ofthe subframe 100 from front to back, bridging the gap between the LLPCMS 108 (FIG. 1 ) and the rear ULP BIW bracket 124 c and/or batteryframe 110 (FIG. 1 ) of the vehicle. Because each of the siderail members102 is straight (at least from a top or bottom vehicle perspective),this provides the substantially uninterrupted LLP 112 for high crashenergy absorbance, from the LLP CMS 108, thru the siderail members 102,and into the rear ULP BIW bracket 124 c and/or battery frame 110. Eachof the siderail members 102 is substantially free from bends and/orintervening welds (at least from the top or bottom vehicle perspective)and is a straight, unitary extruded aluminum component. This providesthe LLP 112 that has zero lateral offset, such that lever and torqueforces are avoided in the event of a front-end (or rear-end) crash. Itshould be noted that any intervening welds would have less yield and thesurrounding base material would include HAZs, which may be 30-50%weaker.

As illustrated, each of the siderail members 102 is coupled to the ULPBIW via the appropriate rear bracket 124 c, and ultimately coupled tothe battery frame 110 after optional longitudinal gap absorption in theevent of a crash. Here, the mounts 124 used to couple components to thesiderail members 102 include the engine mount shelf bracket 124 a thatincludes the front BIW interface 124 aa, the engine mount sleeve andlower wishbone bracket 124 b, and the lower wishbone bracket 124 c thatincludes the rear BIW interface 124 cc, although it will be readilyapparent to those of ordinary skill in the art that other componentscould be used equally. Any arrangement of mounts 124 can be used tosupport the engine/motor, suspension, and steering components, and thesemounts 124 are typically coupled symmetrically to the outboard side ofeach of the siderail members 102. Thus, the holes/fittings for receivingand retaining these mounts 124 can readily be arranged and rearrangedgiven the extruded aluminum body 102 a of the present disclosure.

FIG. 8 again illustrates the right-side siderail member 102 of thepresent disclosure, which generally consists of the hollow aluminumextruded body 102 a. Again, the bottom wall 138 of the extruded body 102a may be made thicker than other walls to provide desired structuralstrength and bend performance. Likewise, the outboard wall 140 of theextruded body 102 a may be made thicker than other walls to providedesired structural strength for the attachment of outboard engine/motormount, suspension, and steering components. The top wall 130 of theextruded body 102 a may include the one or more recesses 126, 128 thatare adapted to promote bending at these locations, such that the overalldeformation of the extruded body 102 a is downward when a crash load isapplied along the longitudinal axis of the extruded body 102 a. In theillustrative embodiment provided, the first recess 126 laterallytraverses only a portion of the top wall 130 of the extruded body 102 a,providing steering component clearance, while the second recess 128laterally traverses the whole of the top wall 130 of the extruded body102 a. These recesses 126, 128 act as deformation triggers in the eventof a crash, promoting bending over cracking and/or breaking. Also, inthe illustrative embodiment provided, a first portion 132 of theextruded body 102 a is disposed vertically above a second portion 134 ofthe extruded body 102 a, from a vehicle side perspective. The firstportion 132 is joined with the second portion 134 by anascending/descending intermediate portion 136. This is designed withforming operations after extrusion and the cutting of the ends toprovide curbstone height in the front of the vehicle, under the subframeassembly 100 (FIGS. 1-3 and 7 ).

Here, it can be seen that the extruded body 102 a may include one ormore horizontal or vertical internal walls 150 that divide the interiorof the extruded body into a plurality of cells 152. These internal walls150 enhance the strength and structural integrity of the extruded body102 a, enhancing plastic deformation behavior.

FIG. 9 illustrates the attachment of the engine mount shelf bracket 124a that includes the front BIW interface, the engine mount sleeve andlower wishbone bracket 124 b, and the lower wishbone bracket 124 c thatincludes the rear BIW interface coupled to the extruded body 102 a ofthe siderail member 102, as well as the associated 4 link suspension 160and steering gear crossmember 162, as illustrative coupled components.

In view of the above, the present disclosure also provides a method formanufacturing a vehicle. This method includes: providing a subframeassembly adapted to absorb crash energy, wherein the subframe assemblyincludes a pair of parallel siderail members, wherein each of the pairof parallel siderail members is straight from a top or bottom vehicleperspective and spans a distance between a lower load path crashmanagement system of the vehicle and an upper load path/battery frame ofthe vehicle in a substantially uninterrupted manner; coupling a firstend of each of the pair of parallel siderail members to the lower loadpath crash management system; and coupling a second end of each of thepair of parallel siderail members to the upper load path/battery frame.Each of the pair of parallel siderail members defines a straight,substantially uninterrupted lower load path from the top or bottomvehicle perspective that is parallel to a longitudinal axis of thevehicle between the lower load path crash management system and theupper load path/battery frame. Coupling the first end of each of thepair of parallel siderail members to the lower load path crashmanagement system includes coupling the first end of each of the pair ofparallel siderail members to an associated longitudinally coaxiallyaligned crashbox of the lower load path crash management system.Optionally, coupling the second end of each of the pair of parallelsiderail members to the upper load path/battery frame includes couplingthe second end of each of the pair of parallel siderail members to arear upper load path body in white bracket with the second end of eachof the pair or parallel siderail members spaced apart from the batteryframe by a small gap.

To illustrate the advantages of the present disclosure, FIG. 10illustrates a conventional subframe 200 and siderails 202, where theload path 220 through the crashbox 216 is not coaxially aligned with theload path 230 through the siderail 202. This results in some levering ofthe load path 230 in the event of a crash, which decreases the amount ofcrash energy that may be absorbed without occupant cabin intrusion.

To further illustrate the advantages of the present disclosure, FIG. 11again illustrates a conventional subframe 200 and siderails 202, wherethe load path 240 through the crashbox 216 is coaxially aligned with theload path 240 through the siderail 202 initially, but where the loadpath 240 is not straight and uninterrupted, the siderail 202 beingcomposed of multiple pieces that are welded together, forming load pathangles. This again results in some levering of the load path 240 in theevent of a crash, which decreases the amount of crash energy that may beabsorbed without occupant cabin intrusion.

FIG. 12 is a pair of perspective views illustrating the connection ofthe siderail members 102 of the subframe assembly 100 of the presentdisclosure to the ULP BIW 302 of the associated vehicle 300, and thegapped coupling of the siderail members 102 of the subframe assembly 100to the battery frame 110 of the associated vehicle 300. Here, it can beseen that the engine mount shelf bracket 124 a includes the front BIWinterface 124 aa and the lower wishbone bracket 124 c includes the rearBIW interface 124 cc. The front BIW interface 124 aa and the rear BIWinterface 124 cc provide screw attachments for coupling the extrudedaluminum body 102 a of each siderail member 102 to the ULP BIW 302. Thebattery tray 304 is generally disposed behind the battery frame 110.

As illustrated, the front BIW interface 124 aa includes a pair of screwholes through which vertical screws are disposed to secure each enginemount shelf bracket 124 a and siderail member 102 to a front potion 303of the ULP BIW 302. The rear BIW interface 124 cc includes a screw hole306 through which a vertical screw is disposed to secure each lowerwishbone bracket 124 c and siderail member 102 to a rear portion 305 ofthe ULP BIW 302. A screw hole 308 may also be provided through eachaluminum extruded body 102 a itself through which a vertical screw isdisposed to further secure each siderail member 102 to the rear portion305 of the ULP BIW 302. Here, an angled end plate 310 is provided on theend of each of the siderail members 102 and a small longitudinal gap 312of 10-15 mm or so is left between the end of the siderail member 102 andthe battery frame 110 itself. This small longitudinal gap 312 is rapidlyabsorbed in a crash (in a few milliseconds) and allows either thesubframe 100 and/or the battery frame 110 to be removed independentlywhen necessary. This small longitudinal gap 312 forms the “substantiallyuninterrupted” coupling of the siderail member 102 and the battery frame110 adjacent to the lower wishbone bracket 124 c and the rear BIWinterface 124 cc. The end plate 310 may be a separate component from orintegrally formed with the lower wishbone bracket 124 c and rear BIWinterface 124 cc.

FIG. 13 is a cross-sectional end view of one illustrative embodiment ofthe extruded scaleable multi-cell siderail member 402 that is used withthe subframe assembly 100 (FIGS. 1-3, 7, 9, and 12 ) of the presentdisclosure or the like. The siderail member 402 includes a hollowelongate body 402 a that is disposed about a longitudinal axis. Thesiderail member 402 is preferably manufactured from extruded aluminum orthe like, imparting the siderail member 402 with advantageous rigidityand ductility, while maintaining manufacturing ease andscaleability/reconfigurability. The right-side siderail member 402illustrated includes an inboard wall 402 b, an outboard wall 402 c, atop wall 402 d, and a bottom wall 402 e. These exterior walls 402 b, 402c, 402 d, and 402 e may be joined at the corners of the elongate body402 a at one or more internal and/or external radii 402 f. Sharpinternal and/or external corners may also be utilized. Although anyexternal wall thicknesses may be utilized (illustrative dimensions areprovided), as illustrated, the bottom wall 402 e may have a greaterthickness than the top wall 402 d to promote downward bending in theevent of a longitudinal crash force with ductility and without crackingor fracture in the bottom wall 402 e, for example. The outboard wall 402c may have a greater thickness than the inboard wall 402 b to providestrength for outboard component attachment, for example. These thicknessrelationships are scaleable based on subframe load and vehiclerequirements. It should be note that, although the right-side siderailmember 402 is illustrated and described herein, the same principlesapply equally to the left-side siderail member 402. Preferably, thesiderail member 402 includes one or more internal walls 450 that dividethe interior of the siderail member 402 into a plurality of internalcells 452. In the illustrative embodiment shown, a horizontal topinternal wall 450 a and a horizontal bottom internal wall 450 b areprovided, dividing the interior of the siderail member 402 into threehorizontally-oriented internal cells 452. It will be readily apparent tothose of ordinary skill in the art that fewer or more internal walls 450and cells 452 can be used equally, and that these internal walls 450 andcells 452 can be horizontal and/or vertical. The bottom internal wall450 b may have a greater thickness than the top internal wall 450 a tofurther promote downward bending in the event of a longitudinal crashforce with ductility and without cracking or fracture in the bottom wall402 e and bottom internal wall 450 b, for example. Again, these internalwall thickness variations can be horizontal and/or vertical, dependingon what type of internal walls 450 are used. The internal walls 450 maybe joined with the exterior walls 402 b, 402 c, 402 d, and 402 e at oneor more top and/or bottom or left and/or right radii 450 c. It will bereadily apparent to those of ordinary skill in the art that theconfiguration of the siderail member 402 of the present disclosure maybe utilized in other subframe members as well, such as longitudinalcenter members, lateral spanning members, etc., all of which may bemanufactured from extruded aluminum in a similar manner.

FIG. 14 is a perspective view of one illustrative embodiment of theextruded scaleable multi-cell siderail member 402 of the presentdisclosure, highlighting the flexure recess 428 utilized. This flexurerecess 428, manufactured into the top wall 402 d of the elongate body402 a, is adapted to promote bending at this location, such that theoverall deformation of the elongate body 402 a is downward when a crashload is applied along the longitudinal axis of the elongate body 402 a.Multiple such flexure recesses 428 can be used along the length of theelongate body 402 a.

FIG. 15 is a perspective view of one illustrative embodiment of theextruded scaleable multi-cell siderail member 402 of the presentdisclosure in a deformed state, highlighting the associated ductilitywithout cracking or fracture. The multi-cell siderail members of thepresent disclosure provide rigidity, high yield, and ductility and canabsorb large amounts of crash energy without rupturing and detachingfrom the associated vehicle. The siderail members are not as brittle ascastings or heavy as steel structures. The thickness of all walls can bescaled up or down, depending on vehicle weight and specifications, andcan meet intrusion and pulse requirements in every vehicle. In a crash,the siderail members plastically deform, crumple, bend down, and absorbenergy, avoiding stackup and thereby achieving low puls and lowintrusion for vehicle occupants. This low intrusion also benefitsbatteries disposed adjacent to and behind the subframe.

In view of the above, the present disclosure also provides a method formanufacturing a siderail member for a subframe assembly of a vehicle,the method including: extruding an elongate body, wherein the elongatebody includes a hollow structure including an inboard wall, an outboardwall, a top wall, a bottom wall, and one or more internal walls, andwherein the hollow structure is manufactured from an aluminum material.Optionally, the bottom wall has a thickness that is greater than athickness of the top wall and the outboard wall has a thickness that isgreater than a thickness of the inboard wall. Optionally, the one ormore internal walls include a top internal wall and a bottom internalwall forming a plurality of horizontally-disposed cells within aninterior of the elongate body, and the bottom internal wall has athickness that is greater than a thickness of the top internal wall.

Although the present disclosure is illustrated and described herein withreference to illustrative embodiments and specific examples thereof, itwill be readily apparent to those of ordinary skill in the art thatother embodiments and examples may perform similar functions and/orachieve like results. All such equivalent embodiments and examples arewithin the spirit and scope of the present disclosure, are contemplatedthereby, and are intended to be covered by the following non-limitingclaims for all purposes.

What is claimed is:
 1. A subframe assembly for a vehicle, the subframeassembly comprising: a siderail member comprising an elongate body,wherein the elongate body comprises a hollow extruded structurecomprising an inboard wall, an outboard wall, a top wall, a bottom wall,and one or more internal walls, wherein the elongate body is adapted toreceive a plurality of mounts on an outboard side thereof for mountingof any of engine/motor, suspension, or steering components of thevehicle to the elongate body, and wherein the elongate body provides alongitudinal lower load path that is straight from a top/bottomperspective.
 2. The subframe assembly of claim 1, wherein the bottomwall has a thickness that is greater than a thickness of the top wall.3. The subframe assembly of claim 1, wherein the outboard wall has athickness that is greater than a thickness of the inboard wall.
 4. Thesubframe assembly of claim 1, wherein the one or more internal wallscomprise one or more horizontally-disposed internal walls that span adistance between the inboard wall and the outboard wall forming aplurality of horizontally-disposed hollow cells within an interior ofthe elongate body.
 5. The subframe assembly of claim 1, wherein the oneor more internal walls comprise one or more vertically-disposed internalwalls that span a distance between the bottom wall and the top wallforming a plurality of vertically-disposed hollow cells within aninterior of the elongate body.
 6. The subframe assembly of claim 1,wherein the one or more internal walls comprise a top internal wall anda bottom internal wall forming a plurality of horizontally-disposedcells within an interior of the elongate body.
 7. The subframe assemblyof claim 6, wherein the bottom internal wall has a thickness that isgreater than a thickness of the top internal wall.
 8. The subframeassembly of claim 1, wherein the hollow extruded structure ismanufactured from an aluminum material.
 9. The subframe assembly ofclaim 1, wherein the top wall of the hollow extruded structure defines aflexure recess.
 10. A siderail member for a subframe assembly of avehicle, the siderail member comprising: an elongate body, wherein theelongate body comprises a hollow extruded structure comprising aninboard wall, an outboard wall, a top wall, a bottom wall, and one ormore internal walls, wherein the elongate body is adapted to receive aplurality of mounts on an outboard side thereof for mounting of any ofengine/motor, suspension, or steering components of the vehicle to theelongate body, and wherein the elongate body provides a lower load paththat is straight from a top/bottom perspective.
 11. The siderail memberof claim 10, wherein the bottom wall has a thickness that is greaterthan a thickness of the top wall.
 12. The siderail member of claim 10,wherein the outboard wall has a thickness that is greater than athickness of the inboard wall.
 13. The siderail member of claim 10,wherein the one or more internal walls comprise one or morehorizontally-disposed internal walls that span a distance between theinboard wall and the outboard wall forming a plurality ofhorizontally-disposed hollow cells within an interior of the elongatebody.
 14. The siderail member of claim 10, wherein the one or moreinternal walls comprise one or more vertically-disposed internal wallsthat span a distance between the bottom wall and the top wall forming aplurality of vertically-disposed hollow cells within an interior of theelongate body.
 15. The siderail member of claim 10, wherein the one ormore internal walls comprise a top internal wall and a bottom internalwall forming a plurality of horizontally-disposed cells within aninterior of the elongate body.
 16. The siderail member of claim 15,wherein the bottom internal wall has a thickness that is greater than athickness of the top internal wall.
 17. The siderail member of claim 10,wherein the hollow extruded structure is manufactured from an aluminummaterial.
 18. The siderail member of claim 10, wherein the top wall ofthe hollow extruded structure defines a flexure recess.
 19. A method formanufacturing a siderail member for a subframe assembly of a vehicle,the method comprising: extruding an elongate body, wherein the elongatebody comprises a hollow structure comprising an inboard wall, anoutboard wall, a top wall, a bottom wall, and one or more internalwalls, and wherein the hollow structure is manufactured from an aluminummaterial, wherein the elongate body is adapted to receive a plurality ofmounts on an outboard side thereof for mounting of any of engine/motor,suspension, or steering components of the vehicle to the elongate body,and wherein the elongate body provides a longitudinal lower load paththat is straight from a top/bottom perspective.
 20. The method of claim19, wherein the bottom wall has a thickness that is greater than athickness of the top wall and wherein the outboard wall has a thicknessthat is greater than a thickness of the inboard wall.
 21. The method ofclaim 19, wherein the one or more internal walls comprise a top internalwall and a bottom internal wall forming a plurality ofhorizontally-disposed cells within an interior of the elongate body, andwherein the bottom internal wall has a thickness that is greater than athickness of the top internal wall.